Air-brake mechanism.



No. 650,375. Patented May 29, I900. J. DILLANDER.

AIR BRAKE MECHANISM.

(Application filed May 16, 1898.)

-(No Model.) 3 Sheets-Shani I.

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No. 650,375. Patented May 29, I900;

J. DILLANDER. AIR BRAKE MECHANISM.

(Application filed May 16, 1898.)

3 Sheets-Sheet 2.

(No Model.)

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5 7466 Jln N0. 650.375. Patented May 29, I900.

J. DILLANDER.

A|R BRAKE MECHANISM. I (Applicaltiun filed m 16, 1898.) (No Model.) 3 Sheets8heet a. I

I h im Wifgesszs N T-en STATES PATENT me.

JOHN DILLANDER, or TEMPLE, TEXAS.

AIR-BRAKE MECHANISM.

srnornron'r'ron forming part f Letters Patent No. 650,375, dated May 29, 1906.

Application filed May 16, 1898.

To all whom, it may cancer-n Be it known that 1, JOHN DILLAND en, a citizen of the United States, residing at Temple,-

in the county of Bell and State of Texas, have invented a new and useful Air-Brake Mechanism, of which the following is a specification.

My invention relates to air-brake mechanisms, and particularly to a pressure controller and distributor designed to perform the sev= eral independent and joint functions of a parts as to enable the engineer to make an application, either gradual or instantaneous,

of the desired force and also such a relative arrangement of parts that the engineer can establish communication between the aircompressor, the main tank, the train-pipe,

the auxiliary reservoir, and the brake-cylin-' der, and thus cause an equalization-of airpressure throughout the system.

Further objects and advantages of this in-f vention will appear in the following description, and the novel features thereof will be particularly pointed out in the appended claims.

In the drawings, Figure 1 is a perspective, view of a controlling valve mechanism and distributer constructed in accordance with my invention. Fig. 2 is a central longitudinal sect-ion of the same, showing the parts in their normal or releasing positions. Fig. 3 is a similar View showing the parts in their pressure-retaining positions. Fig. 4 is a similar view showing the parts in their intermediate or gradual-application positions, the piston and graduatingvalve being shown in full lines in the positions which they occupy during the partial reduction of pressure from the auxiliary reservoir into the brake-cylinder and in dotted lines in the positions which they assume when the application-port is Serial No. 680,866. (No model.)

closed by the reduction of reservoir-pressure. Fig. 5 is a central horizontal section of the mechanism. Fig. 6 is a detail View in perspective of the main valve. Fig. 7 is a transverse section on the plane indicated by the line 7 7 of Fig. 2. Fig. 8 is a longitudinal section of the main valve, showing the reducing- .blocks arranged with their abrupt-faced e'xtremities flush with the faces of the valve.

Fig. 9 is a detail view in perspective of one of I the red ucing-blocks. Fig. 10 is a similar View of the graduating-valve. Fig. 11 is a face View of the partition or rear wall of the piston-chamber. Fig. 12 is a similar view of the piston. Fig. 13 is a detail view in. perspective of the'clearing-arm. Fig. 14 is a detail view of a portion of the reciprocatory piston.

Similar numerals of reference indicate corresponding parts in all the figures of the drawings.

The preferred embodiment of my invention includes within a single casing 1 the entire apparatus necessary for controlling the distribution of fluid-pressure to the brake-oyl inders under the several cars of a train, and .this casing is so constructed as to adapt it to be attached by a securing plate or disk 2 to an auxiliary reservoir of the ordinary construction and to have'connection through the inlet 3 with a, branch of the train-pipe, the train-pipe being of the single-line construction, which is sufficient for the proper operation of the apparatus embodying my invention. The securing-disk 2 is provided with a flanged central opening 4 for communication with the auxiliary reservoir and the flange thereof forming a collar which is adapted to project into the reservoir.

Communicating with the reservoir feedopening 4 is a main-valve chamber 5, in which is seated a main valve 6, having opposite, or in the present instance upper and lower, faces for cont-act with oppositely-disposed valveseats and having sides which areinclined to produce a cross-sectionally-tapered construction to form passages upon opposite sides of the valve to 'allow free communication between the portion of the valve-chamber in rear of the valve and the portion in front thereof, whereby fluid-pressure introduced into the chamber 5 in rear of the valve is communicated to the auxiliary reservoir through brake-cylinder feed channel or passage 8,l1aving its outlet in the securing plate or disk 2 and adapted to be arranged in direct communication, as in the ordinary practice, with a brake-cylinder, whereby pressure within the auxiliary reservoir, passing backwardly through the valve-chamber 5 when the main valve is properly positioned, can be communicated through the port 7 to the passage 8, 2o andthence directly to the brake-cylinder for the actuation of the piston of such cylinder.

The pressure-inlet port 3 is in communication with a receiving-chamber 9, but preferably opens into a drip-chamber 10, which is in unobstructed communicationwith said receiving-chamber and is provided in its lower end with a drain-openin g fitted with a removable plug 11, whereby accumulations of moisture, dust, and other foreign substances may V be extracted from the mechanism at thispoint, and in order to avoid the carrying of solid substances into the valve mechanism by the 'airpressure I preferably locate in the throat of the receiving-chamber 9 a guard or deflec- 5 tor 12, having in the construction illustrated a 'concaved under surface and a depending free edge, said guard projecting rearwardly from the front wall of the receiving-chamber 'and being designed as an obstacleto check 0 the inward movement of hard substances and cause them to fall into the drip or waste chamber 10. The front wall of the receivingchamber '9 consists of a disk 13, preferably interposed between the main casting (part of the 5 casing 1) and an auxiliary or detachable cast- -ing, in which the above-described receivingchamber 9 and drip-chamber 10 are located, this interposed disk or partition 13 forming the rear wall 'of a piston-chamber 14, in which operates areciprocatory piston 15,said piston chamber being in communication at one side of the plane of the piston with the valve-chamher 5 and at the other side of the plane of the piston with the prcss'ure-receivin g chamber 9, (and hence with the train-pipe,) through ports 1616 16, whereby the piston constitutes a movable diaphragm or medium,exposed at op- "posite sides to train-pipe and auxiliary-reservoirpressures, andis variable in position by relative Variations of such train-pipe and auxiliary-reservo'ir 'pressu res. This piston is provided with a suitable packing-ring l7,whereby leakage from one side of the plane of the piston to the other is prevented, and being further provided with a seating-rib 18, adapted, when. the piston is in its wholly-retracted position 'or is at the limit of its rearward stroke, to

bear against the front surface of the partitionwall 13, and thus positively prevent the communication of pressure from the chamber 14: through the ports 16 16 16 Also communicating with the receiving-chamber is a passage 19, extending radially in rear of the partition 13, and thence longitudinally or axially outside of and out of communication with the piston-chamber and communicates with a piston-valve chamber 20, which in turn is in communication with the maimvalve chamber 5. The piston-valve 21, which fits in said cham ber 20, is constructed to provide differential terminal exposures, of which the upper or outer, exposed to train-pipe pressure, is in excess of the inner or lower, which is exposed to main-valve-chamber pressure. In the construction illustrated the piston-valve chamber is reduced at its lower end or adjacent to its point of communication with the mainvalve chamber to receive a reduced portion 21 of the piston-valve, and the length of this reduced portion 21*" is greater than that of the reduced portion of the valve-chamber, whereby an actuating-spring 22, which is arranged to bear against the upper or outer enlarged face of the piston-valve, causes the inner reduced end of such valve to bear frictionally or seat upon the upper or contiguous face of the main valve. Both the main and reduced portions of the piston-valve are provided with packing-rings 23 to prevent leakage of fluid-pressure between the valve and the walls of the valve-chamber, and the upper end of the actuating-spring 22 bears against a cap-plate 24:, by which the outer end of the piston-valve chamber 20 is closed.

Communication betweenthe piston-valve chamber (and hence the train-pipe) and the main or controllingvalve casing 5 is established through a valve-port 25, preferably formed axiallyin the piston-valve, terminating at its lower end in a seat formed by the reduced lower face of the piston-valve and at its upper end in the face 26 at the upper end of the piston-valve, said face of the piston-valve being adapted to fit a fixed valveseat 27, formed by an inward enlargement or projection of the cap 24. Obviously the spring 22 causes the piston-valve to bear yieldingly outward movement of the piston-valve to,

bring its concaved upper face in contact with the seat 27, such outward movement in opposition to the tendency of the spring 22 being caused under peculiar conditions in the operation of the mechanism by a considerable l excess of fluid-pressure upon the inner or reduced "end of the piston-Valve over the traincon en pipe pressure which is exerted upon the outer or enlarged face of said valve.

In the auxiliary member or casting of the casing 1 and in communication with the receiving-chamber 9 is formed an extension 28, having a fixed guide-tube 29 extending forwardly for the reception of the rearwardlyextending stem 30 of the piston 15, and inclosing said piston-stem in rear of the plane of the wall 13 is a follower or graduating stem 31 of tubular construction having a collar or shoulder 32 set back a short distance from the front end of the follower and normally bearing against the rear surface of the wall 13, said stop serving to limit the forward movement of the follower and at the same time forming a bearing for the front end of a graduating or follower spring 33, which is coiled around the guide-tube 29 and bears against the closed outer end of the casing extension 28. The front projecting portion of the follower 31 extends through a central opening 34 in the partition or wall 13, and in practice I prefer to extend this front extremity of the follower to a point slightly in front of the plane of the front surface of said wall 13 and in the path of a shoulder 35, formed by an enlargement of the piston-stem in rear of the plane of the piston 15,said enlargement, with its terminal shoulder 35, being of such a diameter as to pass freely through the opening 34 when the piston is moved rearwardly, as hereinafter fully explained. The piston is also provided with a forwardly-extending tubular stem portion 36, forming a socket for the reception of the stem 37 of a graduatingvalve 38, the main valve 6 being longitudinally bored from its rear end forwardly to form an equalizing-channel 39 for the reception of, and of larger diameter than, the stem extension 36 of the piston and terminating at its front end in'a graduating-valve seat 40, in which is normally fitted the above-described graduating-valve 38. Opening into this graduating-valve seat is an applicationport 41,extending downwardly or toward that seat of the main valve in which the brake-cylinder feed-port 7 is formed, and a retainingport 42 of Verysmall diameter,extendingin the opposite direction from the application-port and normally closed by the yielding valve-seat formed by the inner face of the piston-valve 21, said retaining-port being of considerablysmaller diameter than the application-port, for a reason hereinafter explained. The remote extremities of the application and retaining ports 41 and 42 are so relatively positioned that during the backward movement of the main valve 6 the applicationport should register with the brake-cylinder feedport 7 before the retaining-port registers with the emergency-port 25. Also opening into the graduating-valve seat 40 are lateral feedports 43, which at their outer ends are in open communication with the main-valve casing at the sides of the main valve, and hence adapted to communicate any pressure within the main-valve casing or the auxiliary reservoir to the graduating valve seat. Also formed in the main valve and terminatingin the opposite valve-seat faces of said valve is an emergency-port 44, adapted when the valve 6 is in the proper position to connect the emergency-port 25 of the piston-valve with the brake-cylinder feed-port 7, and thus allow the full train-pipe pressure to be communicated to and reduce into the brake-cylinder for emergency purposes, and in order that a gradual reduction of pressure in the brakecylinder, after a full application, may be attained, thus adapting the apparatus embodying my invention to perform the functions of a pressure-reducing valve, I provide in the opposite faces of the valve 6 and in communication with the extremities of the emergency-port 44 certain small pressure-reducin g ports 45,consisting of cross-sectionally-V- shaped and longitudinally-tapered notches extending forwardly from the front walliof the emergency-port and so partitioned that when the valve 6 is at the limit of its rearward movement the front extremities of said reducingports will communicate, respectively, with the feed-port 7 and the emergency-port 25 and allow a'gradual reduction of brake-cylinder pressure through the lower red ucing-port 45, the valve emergency-port 44, the upper reducing-port 45, the piston-valve emergency-port 25, and the communicating passages into the train-pipe. Also formed in that face of the controlling-valve 6 which is contiguous to the seat in which the brake-cyh inder port is formed is a reservoir-pressure port 46, adapted to communicate with the brake-cylinder feed-port simultaneously with the adjacent reducing-port 45,whereby after a full or emergency application of the brakes, the pressure of the auxiliary reservoir having been equalized with that of the brake-cylinder, a gradual reduction and equalization throughout the system may be accomplished, by leakage, through the reducing-ports 45 and the emergency-port 44 to the train-pipe.

The reducing-ports 45, as will be understood by those cognizant with the art to which my invention belongs, are designed to reduce the pressure in the brake-cylinder aftera full or emergency application of the brakes in order to prevent the skating or sliding of the wheels, it being well known that a heavier application of the brakes is possible without causing skating when the train is moving rapidly than can be retained after the speed of the train has been reduced. Therefore, while a full application of pressure maybe applied to the brakes when in an emergency it is necessary to promptly check the speed of the train, this pressure should be reduced as the train loses speed in order that the grinding and fiatting of the wheels may be avoided. The use of a pressure-reducing device, however, is not indispensable, and under peculiar conditions it is preferable to so construct the brake mechanism as not to allow for this reduction of pressure.

' shown in Fig. 8.

In order that the apparatus embodying my invention may be capable of use under any of the conditions arising in connection with railwaybrake service, I construct the valve emergency-port 44 with a removable front wall, comprising separate removable blocks 47, in

which the above-described emergency-ports 45 are formed. Each of these blocks is of a length equal to one-half the distance between the operative faces of the valve 6, and each is provided at one end with a reducing-port 45 and at the other end is square or abrupt- -faced. These blocks 47 are reversible and in the construction illustrated are'held in place by means of securing devices, such as screws Y 48, introduced from the front end of the valve.

When it is desired to utilize the pressure-reducing feature of the apparatus embodying my invention, these separate blocks constituting the front wall of the emergency-port 44 are arranged with their kerfed extremities or reducing-ports 45 outward, as illustrated in the drawings, Figs. 2 to 7; but when the use of the reducing feature is undesirable these blocks may be reversed to dispose their abrupt-faced extremities outward and flush with the operative faces of the valve 6, as

The securing-screws are positioned to engage sockets arranged at the centers of the blocks 47, and hence the engagement of said screws with the blocks is possible in either position of the latter, whereby the same securing devices may be employed for the blocks in either of their positions.

Formed in the main or lower face of the valve 6, or that face which is in contact with the seat in which the brake-cylinder port is arranged, is an exhaust-cavity 50, and arranged in the lower or main seat of the valvechamber 5, at opposite sides of the brake-cylinder feed-port 7, are exhaust-ports 51, so positioned as to be connected with the brake-cylinder feed-port 7 by the exhaust-cavity 50 when the controlling-valve is in its normal or forward position, whereby a prompt exhaust or reduction of pressure in the brake-cylinders to the atmosphere may be attained when the brakes are to be released. Also formed in the side wall of the piston-chamber 14 in the plane of the piston 15 when the latter is in its normal position is an equalizing- 53, consisting in the construction illustrated.

of a spring, of which the free outer end operates in the equalizing-port 52. This clearing-arm is so constructed and arranged as when released to swing rearwardly at its free end and traverse the e ualizin ort 52- but being arranged in the path of the piston 15, the forward movement of the latter as it approaches its normal position to open the equalizing-port represses the spring until it lies parallel, approximately, with the front wall of the piston-chamber 14. It will be understood that this oscillatory movement of the clearing-arm, its free end traversing the equalizing-port at each movement, has the effect of removing any obstructions which may accumulate in this port, (necessarily small, in order to avoid the too-abrupt communication of pressure from one side of the plane of the piston to the other,) and thus maintain the mechanism in operative condi= tion. I have found in practice that the frequent cause of imperfect action in triple valves and devices of this class is the choking of the equalizing-port; but by disposing a yielding clearing-arm similar to that above described so as to traverse the equalizing-port and actuated by the reciprocatory or pressure-controlled member of the device the accumulation of foreign materials is effectually prevented. In the construction illustrated the front face of the piston is provided with a bearing-rib 54, adapted for contact with the front wall of the piston-chamber 14 and cut away in the plane of the clearing-arm 53 to form a communicating passage 55, whereby pressure communicated through the equalizing-port is admitted freely to the valve-chamber. Obviously this communicating passage 55 is also kept clear by the movements of the clearing-arm 53.

The stem 37 of the graduating-valve 38 is secured in the socket 36 of the piston by means of a transverse pin 56; but between the piston or its tubular extension forming said socket and the controlling-valve 6 I employ a limited sliding or loose connection, which in the construction illustrated consists of a pin 57, terminally engaging the valve 6 and fitting in alongitudinally-elongated opening or slot 58 in said tubular extension and stem 37. Thus when the piston 15 is affected by unequal pressures upon its opposite faces and begins to recede toward the rear wall of the chamber 14 its movement is independent of the controlling-valve 6 until said piston has closed the equalizing-port 52 and unseated the graduating-valve 38. The further movement of the piston causes a corresponding movement of the valve 6. In the same way when the piston is affected by unequal pressures and receives an impulse in a direction to cause an advance movement toward the front wall of the chamber 14 the first effect of its movement is to seat the graduating-valve 38, after which motion in a corresponding direction is communicated to the valve 6.

, This being the construction of the apparatus embodying my invention, the operation thereof is as follows: Train-pipe pressure admitted through the inlet-port 3 is communicated to the receiving-chamber 9 and pistonchamber 14, and thence when the piston is in its normal position (indicated in Fig. 2) through the equalizing-port 52, the valvechamber 5, and to the auxiliary reservoir. Obviously this pressure is also communicated through the channel 19 to the piston-valve casing 20; but as in the normal position of the controlling-valve the emergency-port 25 is closed by the upper or auxiliary face of said valve no communication of pressure through said emergency-port is established. Thus an equalization of pressure is attained throughout all parts of the-casing and the auxiliary reservoir. To apply the brakes gently, as for a station or service stop, the train-pipe pressure should be reduced slightly and gradually to the extent of approximately four or five pounds, thus relieving the rear side of the piston through the ports in the partition 13 and allowing the air in the auxiliary reservoir and the main-valve casing to expand and cause the backward or receding movement of the piston. As the piston recedes it first closes the equalizing-port 52 and unseats the graduating-valve 38, and subsequently as the motion continues the pin 57 is engaged by the front end of the slot 58, and rearward motion is imparted to the main valve. This movement of the valve closes the exhaust-cavity in the main or lower face of the same, and hence closes the atmosphere exhaust-port 51 by moving said cavityout of registration with the said exhaust-port and the brake-cylinder port 7 and then as the motion proceeds arranges the application-port 41 in registration with the brake-cylinder feed-port. As the unseating of the graduating-valve has preceded the movement of the main valve, the registration of the application-port with the brake-cylinder feed-port will be accompanied by an immediate reduction of pressure from the auxiliary reservoir into the brake-cylinder through the lateral ports 43, the application-port 41, and the brake-cylinder feed-port 7; but this reduction of pressure lowers that which has been effecting the rearward movement of the piston to a point below the trainpipe pressure, and hence as soon as the application-portregisters with the brake-cylinder feed-port the train-pipe pressure exceeds that of the auxiliary-reservoir pressure, and hence checks the rearward movement of the piston and causes an immediate advance movement thereof sufficient to seat the graduating -valve 38, thereby interrupting the communication of pressure from the auxiliary reservoir to the brake-cylinder. This return action is so prompt, by reason of the fact that there are no obstructions or stops in the piston-cylinder, that an equalization of pressure in the auxiliary reservoir and the brake-cylinder is not attained. In fact, in

practice Ihave found that the amount of pressure communicated from the auxiliary reservoir to the brake-cylinder or the amount of reduction of the pressure in the auxiliary reservoir is but slightly more than the preitself, and that the amount of pressure which is applied to the brake-cylinder is approximately equal to or but slightly exceeds the previous reduction of the train-pipe pressure, whereby the amount of pressure which is applied to brake devices is definitely under the control of the engineer. Obviously, if afurther application or a slightly-greater pressure must be applied to the brakes it may be done by still further slight reduction of train-pipe pressure, and these gradual reductions may be repeated as frequently as necessary, thus prod ucing partial applications until an equalization of pressure in the auxiliary reservoir and the brake cylinder is efiected. The cross-sectional upward tapering of the main valve allows the pressure in the main-valve casing to hold said valve effectually seated,

whereby when the check-valve is closed by the forward or return movement of the piston, due to the reduction of pressure in the auxiliary reservoir below that of the trainpipe by the avenue of escape provided through the application-port, all leakage of pressure into the brake-cylinder is prevented, and in addition to this said pressure in the slidevalve casing or chamber holds said valve on its seat with sufficient force to prevent the piston from moving the slide-valve forward after the seating of the graduating-valve. In other words, when the pressure in the trainpipe has been reduced for a gentle application of the brakes and has moved the slidevalve to cause the registration of the application-port with the brake-cylinderfeed-port the reduction of pressure in front of the piston sufficient to cause the advance or return movement of said piston and the seating of the grad uating-valve is not sufliciently below the pressure of the train-pipe to cause the train-pipe pressure to overcome the frictional contact of the main valve with its seat and move said main valve to its normal or releasing position, as shown in Fig. 2. Hence the pressure which hasbeen established in the brake-cylinder by the momentary communication through the application-port is maintained as long as it may be desired to retain the brakes in their set position. Also the advance movement of the piston by reason of the reduction of auxiliary-reservoir pressure will cease before the equalizing-port has been exposed, and hence will prevent the equalization of pressure between the train-pipe and the auxiliary reservoir. The piston will retain the position thus assumed until there is a variation of pressure upon its surfaces. it is desired to release the brakes, the trainpipe pressure is increased to overcome the frictional resistance offered by the valve 6 and advance the latter to its releasing position, with the exhaust-cavity 50 in registration with the cylinder feed-port and the exhaust-ports 51, whereas a reduction of trainpipe pressure will cause a further application of auxiliary pressure to the brake-cylinder, and hence the seating of the brakes with ro.greater force. \Vhen the equalization of pressure in the brake-cylinder and auxiliary reservoir has been reached, the piston will retain the graduating-valve unseated and main tain the reservoir-pressure on the brake-cyliuder. To release the brakes from this position, the train-pipe is suddenly charged from the main reservoir, (constructed and arranged as in the ordinary practice,) thereby advancing the piston and carrying the main valve to its releasing position. If, on the other hand, the engineer desires to maintain the brakes applied and prevent the leaking or reduction of pressure after stopping the train or after applying the brakes on approaching a long downgrade, he reduces the train-pipe pressure until the forward movement of the valve 6 has brought the retaining-port 42 into registration with the emergency-port of the piston -valve. This application of the brakes in order to utilize the retaining-port must be accomplished gradually, as above described. For instance, the engineer reduces the train-pipe pressure suffi'ciently to close the equalizing-port and bring the application-port into registration with the brakecylinder feed-port and continues by partial reductions to cause successive registrations of said application-ports with the brake-cylinder feed-port until an equalization of pressure in the auxiliary reservoir and brake-cyli'nder has been reached. Then still fu rtherreducing the train-pipe pressure the piston will be started on its backward stroke; but the pressure of the auxiliary reservoir finding no escape through the application-port by reason of said equalization of pressure in the auxiliary reservoir and. brake-cylinder the piston continues to move rearward until the application-port 41 is almost closed. At this point 50 the retaining-port 42 will register with the emergency-port 25. Simultaneously with this registration of the retaining-port the shoulder of the piston-stem will come in contact with the hollow guide of the plunger 30, which is held strongly against backward movement by its actuating-spring. This checks the movement of the piston, and thegraduating-valve 38 being unseated direct communication is established between the train-pipe and the brake-cylinder. A peculiar feature of the construction and arrangement of the parts thus described resides in the fact that the remote 1 ends of the application and retaining ports 41 and 42 are so located, relatively, that the retaining-port does not register with the emergency-port 25 until a partial closure of the application-port has been accomplished, the exposed area of the application-port being equal with the area of the retaining-port." Obviously, the piston-valve is held from seating or from upward movementby the train-pipe pressure, now equal with the auxiliary-reservoir pressure, acting upon the largerarea of said valve-piston, and as the channel 39, in which the hollow stem 36 fits, is of sufficientlylarge cross-sectional area to form a passage between said stem and the wall of the channel it is obvious that the train-pipe pressure will be communicated therethrough to the main-valve casing or chest 5 and thence to the auxiliary reservoir. Thus with the brake set an equalization of pressure is established throughout the system, including the main reservoir and air-compressin g devices on the engine, the train-pipe, the receiving-chamher 9, the valve-chamber 5, the auxiliary reservoir, and the brakecylinder, and with the parts thus positioned the auxiliary reservoir may be charged or the pressure therein increased, provided the increase of pressure in the train-pipe is accomplished gradually or provided the train-pipe pressure is increased above that in the auxiliary reservoir to a degree insufficient to overcome the friction between the piston 17 and the cylinder in which it operates. The passage afforded in the channel 39 is of sufficient area to allow a communication of pressure from the retainingport to the auxiliary reservoir which is at least equal to that which is communicated through the application-port to the brakecylinder. Also this equalization of pressure throughout the system enables the engineer to maintain the brakes set at the desired tension and prevents leakage or the reduction of pressure when, as in descending grades, it is necessary to maintain continuous resistance by means of the brakes to hold the train in control. To release the brakes, it is only necessary to suddenly increase the train-pipe pressure or increase the same faster than it can feed through the small ports into the brake-cylinder and auxiliary reservoir, and thereby cause a pressure upon the rear side of the piston which is in excess of that exerted upon the front side of the same. This will cause a forward movement of the piston and an ultimate registration of the exhaustcavity 50 with the brake-cylinder port 7 and exhaust-ports 51. Of course the moment the piston begins to advance from its retaining position, as above described, it closes the application-port 41 and the retaining-port 42, and thus wholly checks all communication of pressure from the train pipe through the emergency-port 25 and said retaining-port to the reservoir and cylinder, whereupon the forward movement of the piston with the valve is prompt and effectual.

When it is desired to make an emergency application to the brakes, as in case of danger or Where an unusually abrupt checking of the speed of the train is necessary, the train-pipe pressure should be reduced more rapidly than air can feed through the application-port 41 from the auxiliary reservoir into the brake-cylinder. This will cause the piston to recede farther than is necessary to arrange the application-port in registration with the cylinder-port 7, (as the reduction of pressure due to the registration of said port is insufiicient to reduce the auxiliary-reservoir pressure below the train-pipe pressure,) and this motion of the piston will continue until the shoulder 35 strikes the front end of the tubular guide of the follower. The follower is then repressed by means of the piston until the emergency-port 44: of the valve registers with the emergency-port 25 and the brake-cylinder port 7, and thus allows the train-pipe pressure to exhaust into the brakecylinder. An advantage of this emergency application resides in the fact that when the train-pipe pressure is suddenly reduced to cause a quick rearward movement of the piston in that apparatus which is adjacent to the engineers valve, or, in other words, the first valve mechanism on the train, and thus arranges the emergeney-ports of said first valve mechanism in registration, the immediate further reduction of train-pipe pressure into the brake-cylinder of the first brake mechanism causes the prompt setting of the remaining brakes of the train. In other words, the reduction of the train-pipe pressure in order to produce an emergency application need not be sufficient, with the construction illustrated, to cause the pistons of all the valve mechanisms to recede to the limits of their movements. A sufficient reduction to cause the necessary operation of the piston in one of the valve mechanisms, and hence the reduction of trainpipe pressure into the brake-cylinder of said first mechanism, accomplishes a corresponding movement of the pistons in all of the remaining brake mechanisms. Thus the train-pipe pressure is not wasted, and a comparatively-slight reduction thereof, if accomplished quickly, so

as not to allow the piston of the first brake mechanism to stop at the half-stroke, (as in gradual applications,)is sufficient to set all of the brakes, and yet sufficient pressure remains in the train-pipe to apply the brakes with the desired tension. Itwill be seen that the emergency application of the brakes is accomplished solely by the operation of the pressure-controlled diaphragm, which in the construction illustrated consists of the piston 15, no auxiliary check-valve, or similar devices being required, and therefore an emergency application of the brakes can be accomplished at'tera gradual application has been started, or even after the brakes have been set with more or less severity by a gradual or partial application. Also when the brakes have been set by a full application, as above described, the whole equipment can be connected together or an equalization of pressure throughout the system can be attained, and when it is desired to release the brakes it is accomplished by suddenly increasing the train-pipe pressure to cause a forward movement of the piston, as hereinhefore explained in connection with other applications of the mechanism.

It will be understood from the foregoing description that all of the various operations of the valve mechanism embodying my invention are accomplished by variation of train-pipe pressure, and therefore the parting of a train and the immediate and sudden exhaust of pressure causes the quick backward movement of the piston to arrange the auxiliary reservoir port 46 in registration with the feed-port 7, the anxiliary-reservoir pressure being sufficient, by reason of the absence of pressure in the train-pipe, to seat the piston-valve 21 upwardly, and thus close the emergency-port 25 to prevent the escape of auxiliary-reservoir pressure. When the pressure-reducing device, consisting of the reducing-ports 45, is in use and a sudden full application of the brakes has been made, the train traveling at a high rate of speed and it being necessary to suddenly check the same, the valve 6 occupies a position at the limit of its rearward movement and with the reducingports 45 in communication, respectively, with the brake-cylinder port 7 and the emergencyport 25. The train-pipe pressure beinglower than the brake-cylinder pressure, (which has been increased by the auxiliary-reservoir pressure,) the brake-cylinder pressure will slowly reduce through said ports 45 and the emergency-ports 44 and 25 into the train-pipe. In other words, when an emergency application has been made and the train-pipe pressure has been materially reduced in making such application the subsequent reduction of pressure in the brake-cylinders as the speed of the train becomes less passes into the trainpipe instead of into the atmosphere, as in the ordinaryconstruction of devices of this class, thereby raising the train-pipe pressure and making it necessary to increase the trainpipe pressure but slightly when it is desired to release the brakes. In other words, the high pressure in the brake-cylinder is not only reduced to prevent the skating of the wheels as the speed of the train is reduced, but the exhaust takes place into the trainpipe and is thus utilized to raise the pres sure in the train-pipe to such a point that when it is desired to release the brakes such train-pipe pressure requires but very slight increase; but this equalization of pressure in the train-pipe and brake-cylinder by reason of the reducing-ports will not release the brakes, for the reason that with the parts in the positions which they assume at the time of making the emergency application the equalization of pressure in the train-pipe and brake-cylinder (and obviously in the auxiliary reservoir-also, by reason of the port 46) will simply leave the piston with an equal pressure upon opposite sides; but as the exposed areas of the piston are equal the moment an equalization of pressure throughout the system is reached the plunger-actuating spring 33 will advance the piston sufficiently to seat the graduating-valve and move the main valve to carry its emergency-port out of registration with the feed-port 7 and leave the pressure-retainin g port 42 in registration with the emergency-port 25. In other words, the advance movement of the follower 31 carries the piston forward to that position wherein the parts are located as hereinbefore described when it is desired to equalize the pressure throughout the system, and the parts retain this position so long as the equal pressure is maintained and leave them only when by a sudden increase of pressure in the trainpipe the piston is advanced to carry the valve Thus after a full application the parts assume that position wherein the reducing-ports (if the reducing device of the mechanism is in use) allow reduction of pressure from the brake-cylinder into the train-pipe; but as these reducingports are very small it is obvious that the reduction of pressure is slow and allows the pressure in thebrake-cylinder to perform its proper office before there is any material reduction. The parts, however, retain this position until the reduction has proceeded sufficiently to equalize the pressure throughout 'the system, when the plunger, actuated by its spring 33, returns the parts to the pressure-retaining position, with the pressure-rm taining port 42 in communication with the emergency-port 25. a

As hereinbefore indicated, I employ in the construction of my improved valve mechanism no positive meanssuch as stopenotches, springs, or abutting devicesto check the movement of the piston at a half-stroke, as in making gradual or gentle applications of the brakes, but depend solely upon the reduction of pressure in the auxiliary reservoir when the application-port is broughtinto registration with the brake-cylinder port to not only check the movement of the pressure controlled member, such as the piston 15, but to cause the closing ofi of the communication by starting said pressure-controlled member in the opposite direction sufficiently to seat the graduating-valve. Hence neither form of brake application in any way interferes with the subsequent application in another form.

For instance, after a gentle application of the brakes an emergency application can be made without'loss of time.

Afurther important advantage of the construction described resides in the fact that ment of means, allowing the reduction of pres sure due to the gradual application of the brakes and the immediate checking of the communication of pressure from the auxiliary reservoir to the brake-cylinder, makes it wholly within the control of the engineer to apply the brakes with more or less force. By a slight reduction of train-pipe pressure the operation of the parts will be such as to cause a partial reduction of the reservoirpressure into the brake-cylinder, and a still further reduction of the train-pipe pressure will cause an additional reduction of the reservoir-pressure into the brake-cylinder, and so on, a complete reduction or equalization ofpressures in the auxiliary reservoir and brake-cylinder not occurring until after a series of successive partial reductions of the train-pipe pressure, as when it is desired to set the brakes for retention at a given pressure or to establish a uniform pressure throughout the system. It will be noted that I employ large application and brake-cylinder feed ports to cause a more or less prompt communication of pressure from the auxiliary reservoir to the brakecylinder; but by the arrangement of the pressure-controlled piston which I employ the use of large ports for the purpose named is not objectionable. The piston is sufficiently sensitive to variations of pressure upon the opposite surfaces thereof to prevent an equalization of pressure except under the conditions named, and, furthermore, the large size of said parts does not in any way interfere with the prompt movement of the main valve to its emergency position when by a sudden reduction of trainpipe pressure the piston moves rearwardly to the limit of its throw. The fact that theapplication-port must pass the brake-cylinder port in order to allow the emergency-port to register with said brake-cylinder port does not interfere in any way with the prompt emergency application of the brakes. On the other hand, the use of large applicationbrake-cylinder ports enables me to obtain the partial reduction from the auxiliary reservoir to the brake-cylinder, which is an important feature of my invention. In other words, without using large ports in these relations in order to cause a quick reduction of pressure in the auxiliary reservoir the piston would not respond quickly enough to the change of pressure to cause the closing of the application-port. I

Furthermore, if when it is desired to make a gradual application of the brakes the reduction of train-pipe pressure is too sudden to cause the operation hereinbefore described or is too sudden to allow the application-port to stop when in registration with the brakecylinder port, the shoulder 35 of the piston striking the stem of the follower, and thereby opening the retaining-port, will allow communication of pressure from the train-pipe to the brake-cylinder, and thus the effect will be analogous to that before described. The

sma ts slight red notion of train-pipe pressure therethrough can occur, and, in fact, the reservoir-pressure, operating through the channel 39, will practically exclude the train -pipe pressure, and hence the operation of the parts will be the same as hereinbefore indicated. The reservoir-pressure being higher than the train pipe pressure will pass through the channel 39 and through the application-port into the brake-cylinder more quickly than the train-pipe pressure can pass through the retaining-port 42.

Furthermore, it will be seen that the com struct-ion of the pistonvalve 21 is such that even with a less pressure in the train-pipe than in the auxiliary reservoir said valve will retain its normal position with its reduced face seated upon the contiguous face of the main valve by reason of the excess of area exposed to the train-pipe pressure over that which is exposed to reservoir-pressure; but in addition to this said piston-valve is provided with the actuating-spring 22, which assists the train-pipe pressure in retaining the valve with its upper end unseated, and hence with its emergency-port open for communication with the emergency-port of the slide valve when the latter comes into registration therewith.

It may be said in connection with the function of the follower spring 33 that it has been found in practice that with light cars what is ordinarily known as the emergency application of the brakes is not desirable, for the tension of the spring 33, as will be understood when it is noted that if the spring is of high tension train-pipe pressure will have time enough to equalize with the brake-cylinder before the reservoir-pressure can compress the spring 33 and close up the large emergency-port 41; but if the tension of the spring is lighter, being just sufficient to throw the piston forward when relieved of fluid-pressure, the auxiliary-reservoir pressure will compress the spring 33, and thereby close the emergency-port so quickly that there will be very little communication of train-pipe pressure to the brake-cylinder. Only sufficient reduction of the train-pipe-pressure will be caused to hasten the action of the next valve in the system, and thus insure the prompt operation of all of the brakes, while not increasing the brake-cylinder pressure and at the same time not reducing and wasting the trainpipe pressure to the atmosphere. Also it should be noted that after an emergency application of the brakes, as hereiubefore mentioned, the train-pipe pressure being low while the brake-cylinder pressure has been increased by the auxiliary-reservoir pressure, will exhaust slowly through the reducing ports 45 and the emergency-port 44 into the train-pipe instead of reducing into the atmosphere, whereby the train-pipe is recharged to subsequently assist in the release of the brakes after the movement of the train has ceased; but this operation will not serve to release the brakes, for the reason that when the pressure in the brake-cylinder has equalized with that in the train-pipe and the reser- Voir the piston 15 will be advanced bythe spring 33 to arrange the parts in position for connecting the train-pipe to the brake-cylim der, but with the ports 41 and 42 closed. This is the position which the parts assume after any full application of the brake, and in this position the parts remain until moved by pressure applied to the piston. It will be seen that the piston moves for each function that the construction embodying my invention performs, or, in other Words, that all of the several functions of the device disclosed are controlled by the operation of the piston.

Various changes in the form, proportion, and the minor details of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of this invention.

Having described my invention, what I claim is- 1. A fluid-pressure brake apparatus having a triple-valve device provided with a retaining-port for conveying train-pipe pressure to the brake-cylinder, and a graduating-valve for controlling said port, said retaining-port being adapted for exposure upon reduction of train-pipe pressure while the parts of the triple-valve device are in their service positions, and the graduating-valve is open, sub stantially as specified.

2. A fluid-pressure brake apparatus having a triple-valve device provided with a retaining-port for conveying train-pipe pressure to the brake-cylinder, and a graduating-valve for controlling said port, said retaining-port being adapted for exposure upon further reduction of train-pipe pressure below that necessary to make service applications,and while the parts of the triple-valve device are in their service positions,the further movement there of to expose the retaining-port being in the same direction as that in which they move in making service applications, said valve being adapted to lie open when the retaining-port is opened, substantially as specified.

3. A fluid-pressu re brake apparatus having a triple-valve device, of which the main valve is provided with a retaining-port, for conveyin g train-pipe pressure to the brake-cylinder, and a graduating-valve for controlling said port, said retaining-port being adapted for exposure, by movement of said main valve, due to a reduction of train -pipe pressure, whilethe parts of the triple-valve device are in their service positions, said graduatingvalve adapted to lie open when the retaining port is opened, substantially as specified.

4. A fluid-pressure brake apparatus having a triple-valve device, of which the main valve is provided with ,a retaining-port, for conveying train-pipe pressure to the brake-cylinder,

and adapted for exposure by movement of said main valve, due to reduction of trainpipe pressure, while the parts of the triplevalve device are in their service positions,

' stops, and a pressure-actuated graduatingvalve, movable independently of the main valve of the triple-valve device, for closing the retaining-port by an increase of trainpipe pressure, substantially as specified.

6. A fluid-pressure brake apparatus having a retaining-port, the communication of which with the train-pipe and brake-cylinder ports is controlled by the main valve of a triple valve, and means, movable independently of the main valve of the triple valve, and actuated by train-pipe pressure, for closing said retaining-port, substantially as specified.

7. Afluid-pressure brake apparatus having a retaining-port, the communication of which with train-pipe and brake-cylinder ports is controlled by the main valve of a triple valve, and a pressure-actuated graduating-valve movable independently of the main valve of the triple valve, for closing said retainingport, substantially as specified.

8. A fluid-pressure brake apparatus having a retaining-port, the communication of which withtrain-pipe and brake-cylinder ports is controlled by the main valve of a triple valve, and a graduating-valve, actuated by trainpipe pressure, and movable independently of the main valve of the triple valve, for closing said retaining-port, in combination with a graduating-follower, for seating the graduating-valve, upon an increase of train -pipe pressure over auxiliary-reservoir pressure, while the application-port is in communication with the train-pipe port, substantially as specified.

9. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having-application and retaining ports; and a pressure-controlled grad uating-valve for closing communication between said ports and the brake-cylinder and train-pipe, substantially as specified.

10. In afluid-pressure brake apparatus, a train-pipe'presslire-actuated main valve having application and retaining ports adapted for successive registration, respectively, with a brake-cylinder port and a pressure-supply port and a pressure-controlled graduatingvalve for closing com munication between said application and retaining ports,and the brakecylinder and pressure-supply ports, substantially as specified.

11. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having application and retaining ports of different cross-sectional areas, and adapted for successive registration with a brake-cylinder port and a pressure-supplyport, respectively, and a pressure-controlled graduating-valve for closing communication between said application and retaining ports, and a brake-cylinder and pressure-supply ports, substantially as specified.

12. In a fluid-pressure brake apparatus, a train-pipe-pressureactuated main valve having application and retaining ports of dilferent cross-sectional areas, for successive registration, respectively, with a brake-cylinder port and a pressure-supply port, and also adapted forsimultaneous registration with said brake= cylinder and pressure-supply ports, and a pressure-controlled grad uating valve for closing communication between said application and retaining ports, and the brake-cylinder and pressure-supply ports, substantially as specified.

13. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having application and retaining ports of difierent cross-sectional areas, for successive registration, respectively, with a brake-cylinder port and a pressure-supply port, and also adapted for simultaneous registration with said brake cylinder and pressure supply ports, when the application-port is closed to an area approximately corresponding with that of the retaining-port, and a pressure-controlled graduating-valve for closing communication between said application and retaining ports, and the brake-cylinder and pressure-supply ports, substantially as specified.

14:. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having application and retaining ports,-and an auxiliary-reservoir supply channel com municatin g with a common valve-seat, and a pres sure-controlled graduating-valve to fit said seat, for closing the application and retaining ports, and cutting off communication between the same and the reservoir-supply channel, substantially as specified.

15. In a fluid-pressure brake apparatus, a train-pipe press u re-actuated main valve having application and retaining ports, and an auxiliary-reservoir-supply channel communicating with a common valve-seat, said application and retaining ports being positioned for simultaneous registration, respectively, with a brake-cylinder port and a pressuresupply port, and a pressure-controlled graduating-valve to fit said seat, for closing the application and retaining ports and the reservoir-supply channel, substantially as specified.

16. A train-pipe-pressure-actuated main valve, for controlling a brake-cylinder port, and a pressure-controlled graduating-valve seated in the main valve, said main valve having a retaining-port and an auxiliary-reservoir-supply channel communicating with the seat of the grad uating-valve,substantially as specified.

17. In a fluid-pressure brake mechanism, a triple valve having its main valve provided with a transverse emergency-port and a longitudinal auxiliary-reservoir channel both of which are in communication with its grad uating-valve seat, and a casing having ports for cooperation with their respective ports of the main valve, whereby equalization may be established throughout the system when the emergency-port is in service.

18. In a fluid-pressure brake mechanism, a

casing provided with ports and a triple valve having its main valve provided with transverse emergency and application ports, and a longitudinal auxiliary-reservoir channel, all of which are in communication with the graduating-valve seat, substantially as specified. 19. In a fluid-pressure brake mechanism, a tripple valve having its main valve provided with emergency, application and retaining ports and an auxiliary-reservoir channel, all of which are in commu nication with the grad uating-valve seat, substantially as specified.

20. A train-pipe-pressure-actuated main valve for controlling a brake-cylinder port, and a pressure-controlled graduating-valve seatedin the main valve, said main valve having application, retaining, and emergency ports, communicating with the seat of the graduating-valve, whereby communication between the application and retaining ports is closed by the seating of the graduatingvalve, substantially as specified.

21. A train-pipe-pressure-actualed main valve for controlling a brake-cylinder port, and a pressure-controlled graduating-valve seated in the main valve, said main valve having retaining and emergency ports, and an auxiliary-reservoir channel, communicating with the seat of the graduating-valve, whereby the retaining-port and the auxiliaryreservoir channel are closed by the seating of the graduatingvalve, substantially a specified.

22. In a fluid-pressu re brake apparatus, the main valve of a triple-valve device, having application and emergency ports for successive registration with a common brake-cylii'ider port, the valve-casing having a train-pipepressure-supplied port, with which, and the brake-cylinder port, the emergency-port is adapted to register simultaneously, and a pressure-actt'tated graduating-valve movable independently of the main valve for closing the application-port, substantially as specified.

23. In a fluid-pressure brake apparatus, the main valve of a triple-valve device, having application and emergency ports for successive registration with a common brake-cylinder port, the valve-casing having a trainpipe-pressure-supplied port, with which said application and emergency ports are also adapted for successive communication, respectively, at the same times as they register with the brake-cylinder port, substantially as specified.

24. In-a fluid-pressure brake apparatus, a valve having emergency and application ports either of which is adapted to register with a brake-cylinder port, and the former of which is adapted to register with an emergency-port exposed to train-pipe pressure, a pressurecontrolled valve-operating medium loosely connected with the valve for a limited independent movement, a graduating-valve carried by said valve-operating medium for closing the application-port,and means controlled by auxiliary-reservoir pressure for closing the emergency-port which is exposed to trainpipe pressure, substantially as specified.

25. In a fluid-pressure brake apparatus, a triple valve oasin g having communicating train-pipe-pressure-supply and brake-cylinder ports, a main valve having application and emergency ports for successive registration with the brake-cylinder port by respectivel y less and greater train-pipe reductions, and also having a retaining-port in communication with said application port, and a pressure-actuated graduating-valve for cutting ofi communication between the retain ing-port and the application-port, substantially as specified.

26. In a fluid-pressure brake apparatus, an exhaust and cylinder port controlling main valve provided with an application-port exposed to auxiliary-reservoir pressure,a graduating-valve for controlling the applicationport, a pressure-controlled valve-operating medium carrying said graduating-valve and loosely connected with the main valve for a limited independent movement, sufficient to seat and unseat the graduating-valve, and a retainin g-port com m u nicatin g with the graduating-valve seat and adapted for communication with an emergency-port exposed to train-pipe pressure,substantially as specified.

27. In a fluid-pressure brake mechanism, the combination with a triple-valve device, of a valve adjacent thereto and having a port therein, said port being adapted to be closed under the influence of auxiliary-reservoir pressure, and means for holding the port normally open, said valve being normally protected from auxiliary-reservoir pressure by a member of the triple-valve device.

28. In a fluid-pressure brake apparatus, the combination with atriple-valve device, of a valve adjacent thereto and having a port,

said valve being adapted to be seated to close the port by excessive auxiliary-reservoir pressure over the train-pipe pressure, means for yieldably holding the valve normally open, said port being adapted to be normally closed by a member of the triple-valve device and the valve being normally protected by said member against closing pressure.

29. In a fluid-pressure brake apparatus, the combination with a triple-valve device, of a valve adjacent thereto and having a port therethrough which communicates with the triple-valve device and with the train-pipe, said valve being adapted to be seated to close the port by auxiliary-reservoir pressure, and means for holding the valve normally open, said port being adapted to be normally closed by a member of the triple-valve device, and the valve being normally protected by said member against closing pressure.

30. In a fluid-pressu re brake apparatus, the combination with a triple-valve device, of a valve adjacent thereto and having a port therethrough, said valve being adapted for exposure to the auxiliary-reservoir pressure to impart closing motion thereto, means for yieldably holding the valve normally open, said port being adapted to be normally closed by a member of the triple valve, and the valve being normally protected by said member against closing pressure.

31. In a fluid-pressure brake apparatus, the combination with a triple-valve device, of a valve adjacent thereto and having a port leading therethrough and to a train-pipe, said valve being adapted for actuation by auxiliary-reservoir pressure to close the port therethrough, and means for holding said valve normally open, said port being adapted to be normally closed by a member of the triple-valve device, and the valve being normally protected by said member against closing pressure.

32. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve interposed between seats, of which one is movable toward and from the main valve, and which are respectively provided with a brakecylinder port and a train-pipe-supplied emergency-port, said valve having application and emergency ports for successive registration with the brake-cylinder port, and said movable seat being adapted for exposure to anxiliary-reservoir pressure when the main valve is in an adjusted position, and means, actuated by said movable seat, for closing said train-pipe-supplied emergency-port, substantially as specified.

' 33. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having its casing provided with opposite fixed and movable valve-seats between which said valve is interposed, the: movable valve-seat beingyieldingly held in contact with the main valve and provided with a train-pipe-supplied emergency-port, the fixed valve-seat being provided with a brake-cylinder port, and the valve being provided with application and emergency ports, said movable valve-seat be ing adapted for exposure to auxiliary-reservoir pressure, when the main valve is in an adjusted position, and means controlled by the movable valve-seat for closing the train pipe-supplied emergency-port, substantially as specified.

34:. In a fluid-pressure brake apparatus, a train-pipe-pressure actuated main valve hav' ing an emergency-port for registration with a brake -cylinder port, and a pistonvalve mounted for movement toward and from the path of the main valve and having a trainpipe supplied emergency port normally closed by the contiguous surface ofthe main valve and adapted for registration with the emergency-port of said valve,the piston-valve being yieldingly held in its normal position, and being adapted for exposure to auxiliaryreservoir pressure when the main valve is in an adjusted position, substantially as specified.

35. In a fluid-pressure brake apparatus, a train-pipe-pressare-actuated main valve having an emergency-port, and a piston-valve mounted for movement perpendicular to the plane of the main valve, and having a trainpipe-supplied emergency-port, said pistonvalve being yieldingly held seated at one end upon the main valve, for exposure to auxiliary-reservoir pressure when the main valve is in an adjusted position, and having at the other end a valve-seat to receive a fixed valve, substantially as specified.

86. In a fluid-pressure brake apparatus, a trainpipe-pressure-actuated main valve having an emergency-port, and a piston-valve exposed at one end in the main-valve chamber,

to receive auxiliary-reservoir pressure, havin g an emergency-port terminating at one end in that face of the valve which is exposed to auxiliary-reservoir pressure, and normally closed by the main valve, and terminating at the other end in a valve-seat disposed in operative relation with a fixed valve, for closure when the piston-valve is actuated by auxil iary-reservoir pressure, said piston-valve being yieldingly held with its valve-seat out of contact with said fixed valve, substantially as specified.

37. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having an emergency-port adapted for registrationkyvith a brake-cylinder port, and disposed approximately perpendicular to the line of movement of the valve, a reciprocable pistonvalve interposed between one surface of the main valve and a fixed valve, and provided with a train-pipe-supplied emergency-port terminating at the opposite ends of the piston-valve for closure, respectively, by the main valve and said fixed valve, the pistonvalve being yieldingly held with one extremity in contact with said main valve, and being adapted, in an adjusted position of said main valve, for exposure to auxiliary-resen voir pressure, substantially as specified.

38. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve having an emergency-port, disposed approximately perpendicular to the line of movement of the valve, a piston-valve adapted for exposure at one end to auxiliary-reservoir pressure, and yieldingly held in its normal position, with said end in contact with the main valve in opposition to such pressure, said piston-valve being provided with a trainpipe-supplied emergency-port terminating at one end in that face which is adapted for exposure to reservoir-pressu re, and at the other end in a valve-seat, and a fixed valve arranged in the path of the piston-valve to fit said valve-seat and close the port to exclude train-pipe pressure, substantially as specified.

39. In a fluid-pressure brake apparatus, a train-pipe-pressure-actu'ated main valve having an emergency-port, a piston-valve having one end exposed in the main-valve chamber for normal contact with a contiguous surface of the main valve, and adapted, in an adjusted position of the main valve, to receive auxiliary-reservoir pressure, said piston-valve being yieldingly held with said face in contact with the main valve, and being provided with a train-pipe-supplied emergencyport, and a fixed valve arranged in the path of a seat formed in the piston-valve in communication With said emergency-port, substantially as specified.

40. In a fluid-pressure brake apparatus, a

train-pipe-pressure-actuated main valve hav.

ing an emergencyport, a piston-valve exposed at opposite ends to train-pipe and auxiliary-reservoir pressures, and provided with an emergency-port which is normally closed at one end by said main valve, and means for closing said port of the piston-valve when the latter is moved by auxiliary-reservoir pressure inopposition to train-pipe pressure, substantially as specified. 41. In a fluid-pressure brake mechanism, a train-pipe-pressure-actuated main valve having an emergency-port, a piston-valve exposed at opposite ends to train-pipe and auxiliaryreservoir pressures and provided with an emergency-port which is normally closed by the main valve, means for assisting the trainpipe pressure in maintaining the piston-valve in its normal position, whereby an excess of auxiliary pressure is necessary in order to move the piston-valve, and means for closing the emergency-port of the piston-valve when the latter is moved by reservoir-pressure from its normal position, substantially as specified. 42. In a fluid-pressure brake mechanism, a train-pipe-presslire-actuated main valve having an emergency-port, a piston-valve having terminal faces of differential areas adapted for exposure, respectively, to train-pipe and auxiliary-reservoir pressures, and also providcd with an emergency-port normally closed l by the main valve, and means for closing the port of the piston-valve when the latter is moved in opposition to train-pipe pressure, substantially as specified.

43. In a fluid-pressure brake mechanism, a train-pipe-pressure-actuated main valve having an emergency-port, a piston-Valve having terminal faces of greater and less areas for exposure, respectively, to train-pipe and auxiliary-reservoir pressures, and p'rovided, connecting said faces, with an emergency-port which is normally closed by the main valve, and means for closing the port of the pistonvalve when the latter is moved by auxiliaryreservoir pressure from its normal position, substantially as specified.

44. In a fluid-pressure brake mechanism, a train-pipe-pressure actuated main valve having an emergency-port, a piston-valve having terminal faces of differential areas exposed respectively to train-pipe and auxiliaryreservoir pressures, the face which is exposed to train-pipe pressure being of the greater area, and said valve being provided with an emergency-port which is normally closed at one end by a contiguous face of the main valve,

an actuating-spring for assisting train-pipe pressure to yieldingly hold the piston-valve in its normal position, and a fixed valve arranged in the path of the piston-valve when actuated by auxiliary-reservoir pressure, to fit in a seat with which the emergency-port of said piston-valve communicates, substantially as specified.

45. In a fluid-pressure brake mechanism, a triple-valve device, the main valve of which is provided with connected emergency and reducing ports for connecting the brake-cylinder with the train-pipe upon full train-pipe reductions, substantially as specified.

46. In a fluidpressure brake mechanism, the main valve of a triple valve havingreducing-ports for connecting the brake-cylinder with the train-pipe, upon a full reduction of train-pipe pressure and also having an auxiliary-reservoir-pressure reducing port for communication with the brake-cylinder port upon a full reduction, substantially as specified.

47. In a fluid-pressure brake mechanism, a triple valve having its casing provided with train-pipe and brake-cylinder ports, and having its main valve provided with application and emergency ports, and also provided, in communication with, and of a capacity less than, the emergency-port, with reducing ports for connecting said train pipe and brake-cylinder ports upon a full reduction of train-pipe pressure, substantially as specified.

48. In a fluid-pressure brake mechanism, a triple valve having its casing provided with train-pipe and brake-cylinder ports, and having a port-controlling main valve provided with an emergency-port, for establishing direct connection between the train-pipe and brakecylinder ports, and also provided, in

communication with the ends of said emergency-port, with reducing-ports for communication with said train-pipe and brake-cylinderports when said emergency-port has passed beyond the train-pipe and brake-cytinder ports, substantially as specified.

49. In a fluid-pressure brake mechanism, a triple valve having an emergency-port for connecting a train-pipe port with the brakecylinder port, and also having communication with an auxiliary reservoir, and reduc ing-ports, in communication with the emergency-port, for registration with said trainpipe and brake-cylinder ports, substantially as specified.

50. In a fluid-pressure brake mechanism, a train-pipe-pressure-actuated main valve having valve-controlled ports for simultaneously communicating auxiliary-reservoir and trainpipe pressures to the brake-cylin der, and also provided with reducing-ports for maintaining connection of the brake-cylinder with the trainpipe when the emergency-port has passed beyond the point of registration with said train-pipe and brake-cylinder ports, substantially as specified.

51. In a fluid-pressure brake mechanism, a trainfpipe-pressure-actuated main valve having application and emergeucyports, the latter being adapted for registration with a brake-cylinder port and a train-pipe-supplied port, and reducing-ports communicating with said emergency-port and adapted for communication with the brake-cylinder and trainpipe-supplied ports, substantially as specified.

52. In a fluid-pressure brake mechanism, a

T train-pipe-pressure-actuated main valve hav-- train-pipe-presslire-actuated main valve having application and emergency ports, the latter being adapted for registration with a brake-cylinder port and a train-pipe-pressure-supplied port, and tapered reducingports formed longitudinally in the main valve in communication with opposite ends of the emergency-port for communication, respectively, with said brake-cylinder and trainpipe-pressure-supplied ports,substantially as specfied.

54. In a fluid-pressure brake mechanism, a train-pipe-pressLire-actuated main valve having application and emergency ports, the latter being adapted for registration at opposite ends with brake-cylinder and train-pipe-pressure supplied ports, and reducing ports formed longitudinally in the main valve for registration with said brake cylinder and train pipe-pressure supplied port-s subsequent to the registration of said emergencyport therewith, and being reduced in crosssectional area as they recede from theemergency-port, substantially'as specified.

55. In afiuid-pressure brake mechanism, a train-pipe-pressureactuated main valve having application and emergency ports, the easing of the valve being provided with a brakecylinder port and a train-pipe-pressure-supplied port with which said emergency-port is adapted to register, reducing-ports formed in the main valve in communication with said emergency-port and adapted for com munication, respectively, with said ports in the easing, and an auxiliary-reservoir port for C011]- municating auxiliary-reservoir pressure to the brake-cylinder port simultaneously with the communication of said reducing -ports with the ports of the valve-casing, substan tially as specified.

56. In a fluid-pressure brake mechanism, a triple-valve device having its main valve provided with application and retaining ports communicating with its graduating Valve seat, for closure by the grad u atin g-valve, and having a graduating-stem 31 arranged for contact by the val ve-actuatin g medium when said application and retaining ports are in communication, respectively, with brake-cylinder and train-pipe ports, substantially as specified.

57. In a fluid-pressu re brake mechanism, a train-pipe-pressure-actuated main valve controlling brake cylinder exhaust ports and having application and retaining ports in commnnication with a common graduating-valve seat, and an emergency-port for registration with a brake-cylinder port and a train-pipepressure supplied port, a piston actuated graduating-valve, and a yielding follower arranged in the path of the valve-actuating piston, for contact when said application and retaining ports register, respectively, with the brake-cylinder and trainpipe-pressure-supplied ports, substantially as specified.

58. In a fluid-pressure brake apparatus, a train-pipe-pressure-actuated main valve-controlling brake cylinder exhaust ports and having application and retaining ports in communication with a common graduatingvalve seat, and an emergency-port for registration with a brake-cylinder port and atrainpipe-pressure-supplied port,a pistonactuated graduating-valve, and a spring-actuated follower arranged in the path of the valve-actuating piston, for contact when the application and retaining ports are open, and adapted to be repressed to open the emergency-port, substantially as specified.

59. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actuating piston exposed at opposite sides to train-pipe and auxiliaryreservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equalizing-port, and a movable clearing-arm arranged at one end to traverse the equalizingport and arranged in operative relation with the piston, substantially as specified.

60. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actuating piston exposed at opposite sides to train-pipe and auxiliaryreservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equalizing-port, and an oscillatory clearing-arm terminally arranged to traverse said equalizingport, and means for actuating the same, substantially as specified.

61. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actuating piston exposed at opposite sides to train-pipe and auxiliary reservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equalizing-port, and a movable clearing-arm arranged in the path of the piston for actuation thereby, and terminally disposed to traverse said equalizing-port, substantially as specified.

62. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actuating piston exposed at opposite sides to train-pipe and auxiliaryreservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equaliz ing-port, and a spring clearing-arm arranged in the path of the piston for actuation thereby, and terminally disposed to traverse the equalizing-port, substantially as specified.

63. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actu-atin g piston exposed at opposite sides to train-pipe and auxiliaryreservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equalizing-port, and a spring clearing-arm secured at one end to awall of the piston-chamber in the path of the piston, with its free end arranged in said equalizing-port, said arm when released being adapted to follow the movement of the piston and traverse said equalizin g-port, substantially as specified.

64. In a fluid-pressure brake apparatus, a valve mechanism having a port-controlling main valve, a valve-actuating piston exposed at opposite sides to train-pipe and auxiliaryreservoir pressures, the wall of the pistonchamber, in the plane of the normal position of the piston, being provided with an equalizing-port, a clearing-arm arranged in the path of the piston for actuation thereby and terminally disposed to traverse said equalizing-port, and a bearing-rib disposed upon the contiguous face of the piston, for contact with the front wall of the piston-chamber, said rib being cut away in the plane of the equalizingport and clearing-arm, substantially as speci fied.

65. A fluid-pressure brake apparatus having a triple-valve device provided with a retaining-port for conveying the train-pipe pressure to the brake-cylinder and adapted for exposure, upon reduction of the train-pipe pressure while the parts of the triple-valve device are in their service positions, to connect the brake-cylinder with the train-pipe, and connections whereby all parts are brought into communication, when the emergency position is reached, and whereby an equaliza tion will be established;

66. A fluid-pressure brake apparatus having a triple-valve device provided with a retaining-port for conveying train-pipe pressure to the brake-cylinder and adapted for exposure upon reduction of the train-pipe pressure while the parts of the triple-valve device are in their service positions.

67. A fluid-pressure brake apparatus having a triple-valve device provided with a retaining-port for conveying train-pipe pressure to the brake-cylinder'and adapted for exposure upon further reduction of train-pipe pressure below that necessary to make service applications and while the parts of the tripleva lve device are in their service positions, the further movementthereof to expose the retaining-port being in the same direction as that in which they move in making service applications.

68. A fluid-pressure brake apparatus having a triple-valve device, of which the main valve is provided with a retaining-port for conveyin g train-pipe pressure to the brake-cylinder, said retaining-port being adapted for exposure by movement of said main valve, due to a red uetion of train-pipe pressure at a time when the parts of the triple-valve device are in their service positions.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

JOHN DILLANDER.

Witnesses:

O. KLUNT, STUART SHAW. 

